Retaining-valve bracket



Dec. 3, 1929. s. o. TAYLOR 1,737,869

RETAINING VALVE BRACKET Filed Jan. 22, 1927 zzvenior Stead/nan O. 7 lor giol ngy Patented Dec. 3, 1929 STEADMAN O. TAYLOR, OF ST. LOUIS, MISSOURI RETAINING-VALVE BRACKET Application filed January 22, 1927. Serial No. 182,906.

This device relates to air brake equipment of railway cars and comprises a method of supporting the air brake retaining valve adjacent the root of the car.

An object of the invention is to provide means for readily removing and replacing the retaining valve upon the car.

Another object is to provide a bracket which can be permanently (relatively) attached to the car, which bracket is provided with means for readily attaching or detaching the retaining valve thereto without disturbing the means which attach the bracket to the car.

Another object is to provide means for adjusting the vertical height of the retaining valve by attaching it to any one of the various places provided in the bracket without disturbing the attachment of the bracket to the car.

Another object is to arrange the places of attachment of the valve to the bracket so that even though the nuts should come off of the attaching bolts these bolts cannot come out of the bracket.

Another object of the invention is to provide the places of attachment of the valve to the bracket so that the valve must be in its proper horizontal relation to the bracket before it can be attached thereto.

In the drawings:

Fig. 1 shows my invention applied to a railway car.

Fig. 2 is an enlarged side elevation of the retaining valve and associated parts.

Fig. 3 is an elevation of the retaining Valve bracket shown in Fig. 2.

Figs. 4; and 5 show modified forms of the invention.

Figs. 6 and 7 show how the metal is flanged to form a nut lock.

Fig. 1 shows a fragmentary portion of a freight car where the usual parts of the car are shown, such as the root 1, running boards 2, brake mast 3, brake wheel 4, brake step 5, brake ratchet 6, brake ratchet pawl 7, retaining valve 8 and retaining valve pipe line 9.

It is desirable to locate the retaining valve near the root of the car or where accessible I one of said pairs of slots whereby its vertical to the brakeman while standing on the brake step and operating the hand brake by turning the brake wheel.

It is undesirable to bolt the retaining valvedirectly to the car by bolts which project through the end wall of the car because moisture and frost follow these bolts to the interior of the car and it is undesirable to rivet or permanently attach the retaining valve to the car because it must be frequently removed for various reasons. It is customary, therefore to provide brackets which are, more or less permanently secured to the car and to attach the retaining valve to such brackets by detachable means so that the valve can be easily and readily removed.

My bracket is preferably made from a metallic plate and is provided with a plurality of pairs of oppositely disposed slots 10 in vertical alignment in the opposite side margins of the metallic plate and the ad jacent ends of each pair of slots are spaced apart a distance a little less than the distance between the spaced apart apertures in the retaining valve (3 according to the Westinghouse and New York air brake standards.) The retaining valve can be secured to the bracket by bolts 11 which pass through the apertures 01? the retaining valve and any 0 height is adjustable. It is quite difficult to cut the retaining valve pipe 9 to the exact re quired length, therefore, this adjustability is desirable without removing the bracket from the car; furthermore, the impact of the car in motion frequency breaks the pipe where it is tapped into the retaining valve but after the pipe is rethreaded it is easy to attach the valve to my bracket through one of the other pairs of slots. The bolts 11 cannot be applied through the retaining valve until the retaining valve is positioned in the desired location relative to the bracket; furthermore, it the nuts should come off of the attaching bolts, the bolts are prevented from moving laterally out of place.

The slots may be downwardly inclined preferably toward each other, as shown in Fig. 3, which would assist in keeping the bolts in place while the retaining valve is being applied.

My bracket is provided with an otlset portion 12 which is attached to the car by bolts 13, rivets or any other uesired means. The odset portion is substantially equal to the depth of the heads ti of the retaining bolts whereby after the bolts are passed through the apertures of the retaining valve they cannot move laterally or longitudinally of themselves. The walls 15 formed by the otiset portion are arranged or positioned to engage one side of the heads of the retaining bolts to prevent them from turning. (See Fig. 5.)

The slots 10 may be formed to provide a flange 16 pr seed inwardly from the metallic plate which would lock the square head of the machine bolt and prevent the bolt from turning, or the ends at the slots could be squared (17) so that carriage bolts could be used wherein the square shank of the carriage bolt would prevent the bolt from turning.

A flange 18 could be used at the lower end of the bracket to stifl'en it thereby permitting the use of thinner metal to form the bracket.

1 claim:

1. In a railway car, the combination of a retaining valve hold-er having a plurality of pairs of oppositely disposed slots in vertical alignment in the opposite side margins thereof, a retaining valve having spaced apart apertures, and bolts passing through said apertures and the adjacent ends of one of said )airs of slots to secure said valve to said bracket whereby vertical adjustment of the retaining valve is obtained.

2. in a railway car, the combination of a retaining valve holder having a plurality of pairs of oppositely disposed downwardly inclined slots in vertical alignment in the opposite side margins thereof, a retaining valve having spaced apart apertures, and bolts passing through said apertures and the adjacent ends of one of said pairs of slots to secure said valve to said bracket whereby vertical adjustment of the retaining valve is obtained.

3. A retainingv valve holder having a plura ity of pairs of oppositely disposed slots in vertical alignment, and an offset portion arranged tor attachment to a car body.

A retaining valve holder having a plurality pairs of oppositely disposed down- 'wardly inclined slots 1n vertical alignment,

and an offset portion arranged for attachment to a car bot y.

5. Ina railway car, the combination of a retaining valve holder having a plurality of pairs of oppositely disposed slots in the oppcsite side margins thereof, said slots being downwardly inclined toward each other, a retaining valve having spaced apart apertures and bolts passing through said apertures and adjacent ends one of said pairs of slots to secure said valve to said bracket whereby vertical adjustment of the retaining valve is ly inclined toward each other.

STEADMAN O. TAYLOR. 

